Model Builder: December 1974

BUILDER mee: volume 4, number 36 ecto F The 50/800 ACCR for 1974 was held at this site in Toronto, Canada. Judges Dick Young and Bill Stooks officiated from this tw o-story tower. With 45 boats entered, you really got to know the competition. Champ for 1974 was Stan Goodwin, Marblhead, Mass. wants to keep sail area to a maximum, and will use battens to help hold a maximum allowable jib roach out. Most jib batten rules are really quite strict … for example, the East Coast 12-meter class only allows 2 inch battens, and since a By batten needs to be at least twice as long as the roach it is supporting, we wind up with a 1 inch roach which stands ROD CARR @ Continuing our look at mainsails, we might pause for a moment over the battens. These “‘sail stiffeners” are usually placed perpendicular to the leech and serve to hold the extra roach cut into the sail. Often the battens themselves need to be tailored to allow the sail leech to assume a curved extension of the body of the sail. An easy way to do this is to use the thin plastic rulers found in dime stores. Cut to a shape similar to B in Figure 1. The profile views show [& | while B is most bendy right in front where it counts. The round leading head on B is left to allow the strain of the batten to be evenly distributed to the cloth, thus reducing the chance of poking a sharp point into the sailcloth. You will probably find that each batten will be different. The ones near the middle of the sail will tend to be fairly stiff, while those near the head will probably wind up being more flexible. In Classes like the 50/800, where the roach is allowed only up to 2 inches and batten length is maximized at 4 inches, we often try to reach the maximum allowable roach as near the head as possible pretty well by itself if attention is paid to leech tension as previously discussed in this column. The other school shies away from jib battens, claiming extra turbulence which will devalue mainsail performance. | tend to get as many free square inches into the rig as possible. In such a case, we end up depending on the top batten to help support the roach, and it turns out to be a rather stiff one in contrast to a top batten in a sail which has a continuous leech curve. Spare battens should be carried in FIGURE 1 your toolbox. Good sail shape can depend on the battens, and if you have the difference in flexibility of the two types. Notice that the A batten does taken the time to develop a good set for your main, make some extras so you’ll never be without. hand) edge to match the sail’s curve, Two schools of thought exist concerning battens in jibs. The first school not easily deform at its forward (left 30 Sandy Littlejohn’s Saturday performance at Toronto earned him his Sunday uniform! He’s from Ajitadena, California. MODEL BUILDER * x tlose work at the E C/12 ACCR. Buddy Black leads John Wing and Rich Matt to windward, pursued by Chuck Wormley. All four kippers were in the 1971 edition of the same event. For R/C yachtsmen, 1971 was the “Good Old Days.” FIGURE 2 | this means some small loss to the amount of jib roach which is being carried. More square inches are no bargain, if they are preventing you from sailing to wind effectively. On typical boats we find the slot to be 3% inches or so at the foot… this is the distance from the jib leech to the mast in the shortest route. As we proceed up the mast, the slot width gets smaller and the angle we are traveling from jib leech to mast becomes more nearly fore and aft. This may mean that the wind direction will have to deviate more markedly from a smooth path between the jib’s windward side and the leeward side of the main. Any rapid deviations will tend to produce turbulence which is not conducive to good performance. Asaresult, we are prone to whittle away a bit at the jib leech near the top in hopes of opening up the slot. Remember, the wind is moving faster the higher you get off the water. So smaller imperfections aloft will produce correspondingly greater losses from perfect performance. So battens often have little jib leech roach to hold out and are not always necessary. “Jenny Another method of opening up the slot is to contrive to mount the jib head some distance forward of the mast. In Figure 2, we show a drawing of a “Jenny Rack.”’ The brass strut is pierced by FIGURE 2A “Jenny Rack” Layout 3/32 brass tubing. The tubing is drilled to allow passage of the jenny stays. (The Jenny stays run from the mast head to a point 40 to 50 percent of the way down the mast. Tensioning them prevents backstay tension from hooking the mast aft.) The jenny stays must be able to slide freely in the tubes. The brass strut must be securely anchored to the mast. The easiest way to do that is to use a Continued on page 66 Rack” N oward the latter, but for an entirely lifferent consideration. The gap between he mainsail luff and the jib leech is alled the “‘slot.’”’ Now, regardless of ‘our aerodynamic concept of how the ir makes it through the slot, and how it ffects the two sails, air does pass hrough. A beginner is very prone to heet the jib in too close, thus closing he slot, killing his drive, and more often han not, falling into irons when he tries o tack. As we spend more and more time eating to windward, the importance of proper slot grows. On a modified OlymNc Course set square to the wind, a boat vill soend 55 percent of her racing time eating to windward closehauled. It is ssential that the boat be performing as fficiently as possible. This means that _ proper slot must be arranged even if )ECEMBER 1974 Action at windward mark, Toronto. Note how deflection of wind from sails of leading boats has caused followers to be set down below the mark. They’ll have to tack again before rounding. 31 given in 32nds of an inch. But if you watch your boat while going to windward, there are a few benchmarks you can use to plan adjustments. 1. Ina gross way, you can tell if your jib is too far in and the slot is closed off —or “choked”’ by looking at the mainsail. (Is the bottom main batten parallel to the centerline of the boat?). If you are backwinding your main, it will be getting hit by wind behind the mast and collaps- ing, losing its shape periodically, or never being allowed to assume the convex airfoil built into it. The answer here is to slacken off on the jib sheet a bit and wcarry your jib farther outboard. 2. Now, it may be necessary not to point quite so high in order that the . * . – newly slacked jib keep from luffing. You can only determine this by sailing against another boat which does not make any changes and is used as a standard. If you have lost your ability to point, some of it may be regained by flattening the main using the foot outhaul, and by adding backstay tension. The main may be sheeted in a little tighter also. Having made these adjustments, your boat will now be pointing higher, but have you slowed her? Crack the sheets off just a bit and see if this doesn’t free her enough to get rolling again, then pinch up and sheet home now that you’ve established some boat speed. 3. Keep track of your adjustments in a log book. This is the only way you will be able to set the boat up in a reproducible manner. | can truthfully say ee that a boat which will take second place in every race will win any series competition in the country if her skipper is consistent in setting up his gear. The winners will all be different, as each just happens to get a good “tune” on race day. But when the season is over, Mr. Consistency will take home the Silver. 4. In rare cases, a recut of a mainsail may cure backwinding problems, but 9 times out of 10, it is a simple adjustment of jib camber (too full and it’ll backwind more readily), main camber (too full and it is more easily backwinded), ofjib _and/or mainsheet positioning.| leech which will not match well with a full mainsail behind it. On light air days, slack off backstay somewhat to allow fullness and curve to develop in your jib. Don’t carry it to extremes, but match jib leech and main leech curves for the “shape of speed”’ we have been studying. 6. Now that you are all tuned up, switch hats and act as benchmark for your partner who has sailed patiently for you during the last hour. By con- tinually changing from tuner to tunee (not some kind of a fish) you’ll soon begin to seelarge changes in performance between the two of you and the rest of your fleet. The wages of practice are victory. The development of a sail system for windward drive is a three-way compromise between the jib, the slot, and the main. Unless the jib is very tiny . . . making up less than 25 percent of the sail area as on a Dumas Star 45… 1 would place them in order of importance: jib, slot, main. Each sail is being pushed to give as much power as possible; by freeing off the main and jib to let the drive vector’s share of the total force vector become as large as possible. At the same term President is my old nemesis, Bob Harris. Should you wish to give him the benefit of your reactions to AMYA pos- tures and policies, he can be reached at 7628 Dunston Street, Springfield, Va. 22151. The AMYA Secretary is Gene Salika, 3917 Sunnyside Ave., Brookfield, II]. 60513. Mail your membership applications and five dollar annual dues to him, as well as your vessel registration forms. Among the motions that passed at the elections was that covering the 50/800 Class Specifications. With a sigh of relief, I’m happy to report that the AMYA Specs will stand as written for another year to allow time for a committee to work over suggested changes. The new class secretary for the 50/800 Class is John Ball. John is forming a rules committee, and has requested input from all skippers concerned with the class. | know John will serve the members of that class well, but he must. time, pointing ability is being comprobe supported and communicated with. mised, so we harden up to point higher. In some cases the motions which were All the while, the slot is being changed, voted down in the election had been going from a choked to a too open conmade without even the common courfiguration, which doesn’t take maximum tesy of informing the class secretary. advantage ofjib/main interaction power. Such a procedure is contrary to the A proper slot should show an even health and well being of any association! rate of closure from foot to head. It should successfully ‘‘accelerate”’ the air moving through it, and not retard it at at any level. The slot is the result of an even, parallel twist in both main and jib. This means that you are now to the point of having to think of the total sail plan whenever you adjust anything on your rig. Seems more complicated than turning a needle valve on one of them there greasy engines, don’t it… * * * On the news front, AMYA welcomed aboard sanctioned club’s No. 36 and 37. The former is the UPPER CANADA MODEL YACHT CLUB. Members sail at Hamilton, Ontario, and hold their meetings in Mississauga. Contact Robert Preston, 2440 Barcella Crescent, Mississauga, Ontario, Canada L5K 1E2, for further information. The second club is the WICHITA MODEL YACHT CLUB. A thumbnail sketch from their vice-com- | was recently sent a copy of a hardbound book which addresses itself in a cursory way to the problems of model boating beginners. It is called MODEL SAIL AND POWER BOATING BY REMOTE CONTROL. Written by George Siposs, it is available from TAB BOOKS, Blue Ridge Summit, Pa. 17214. If nothing else, this volume points out the dire need for a good basic reference on R/C sailing to assist the novice. George’s reputation and credentials place him in that exclusive category of individuals who take time out from their own modeling to assist others. He is not a model sail yachtsman and as such, gives only a once-over-lightly to the nuts and bolts of model yachting. | was pleased to see AMYA prominentiy mentioned in the Chapter 10 coverage of Clubs and Activities, but was greatly disappointed to find that of the modore shows that they are sailing every three national organizations for boaters, A class of vessel. New skippers will each gave a listing of local clubs except AMY have somebody to race regardless of their AMYA. Why it was missing | don’t type. The Secretary is arefreshing change know, but since there are 37 AMYA from the usual male chauvinism found in clubs now, there is certainly rationale our ranks…Mrs. Joan Jones, 8418 for including it in any subsequent edi- Peachtree, Wichita, Kansas 67207 will tions. I’m looking forward to seeing how crowded the 1975 Regatta Schedule is going to get with all the new activity we are seeing across the country. Any of you skippers living in the greater St. Louis area should know that a focus of activity seems to be forming hardbound, convinces me to recommend the paperback, and to urge that the difference be put into an AMYA membership. Four issues of the Quarterly News– field your inquiries. ~ there. Contact Harry Vink, The purchase price of $7.95 for the letter will carry as much technical infor- mation as is available in the book. George struck a responsive note when 512 Joy he urged beginners to obtain sails from \ taut jib \ too ND Oo a | ment. per, there are no answers which can be producing _ fellows have under your hatches. when you put it on. What makes a good slot? How do you tell if your set-up is optimum? Since each boat is set up by a different skip- by _ Drop mea photo of your boat underway | and a sketch of your sheeting system, _and we’ll see just what clever tricks you Now, if you put one of these on your 50/800, make sure that none of the jenny rack parts stick above the 80 percent rule for point of jibstay attachment. Consultations with the last class secretary produced a ruling that if it didn’t stick above the 80 percent height of the mainsail head it was OK. I’m also using one of these racks in conjunction with a full _ width jib traveler on my EC/12, and like it very much. Again, in this class, nothing which holds the jib up must extend above 59 inches, so measure it well winding Drive, O’Fallon, Ill. 62269. Harry is fresh from the Washington, D.C. Club, and is acting as a figurehead for a new club in that area of the mid-west. AMYA 1974 Elections were held on August 11, 1974. The new two-year if we’ve all had it in one form or another. simple laboratory hose clamp, or a brass Strap all the way around the mast. This thing carries the jibstay tension, so make 5. Jib stay tension can cause back- | description of the genoa-fever. Seems as Continued from page 31 Over the years, I’ve talked with a ‘house AMYA project which tried to. reputable sailmakers. Then he goes right number of sk ippers w ho were interested float an all-sail version last year, and ran out in the next chapter and tells us to in setting genoa jibs on their boats. All into a dead end. George’s book is the launch our boats with a string tied to best and only one available. He has _ agreed that this would be little advantage the bow. “George, they’re radio conon an all-out racing boat, ’cause what do touched al! the major bases which our trolled!!!’ My compliments to George you do with the bloody thing when you sport offers in its widest application) Siposs on his attempt to fill the boating are not close-hauled? | would like to with a very general, broadbrush treatinformation gap. | was-a party to an inopen these pages to a discussion and Sailing…. FE EAGLET o20- 049 TAUBE RIC $10.60 020-—.049 PAPER TIGER R/C 36-.60 $24.95 EASY RISER A/C $39.95 HYDRO STAR Kit includes af! hardware and roll af “Crystal Caver*’! Nothing else ta buy but glue! 049-051 $8.50 ORBITEER F/F 049-051 $9.50 8-70 > ; EINDECKER F/F-R/C 020-049 $7.95 .010~.020 $8.50 19- 45 — “900” — $19.95 | ww-l DECALS. . .1S— 28 – “600” — $14.95 | “460” 6 GERMAN CROSSES TANK MOUNT (2 LARGE,4 SMALL) FOR COX 0a9- 041 76 CENTS PER SHEET i EW! » “CRYSTAL COVER” a 25 x76 ROLL- $4.89 049-051, x – $8.95 — Sasa! CALIFORNIA RESIDENTS W2Aa – $7.95 J ADD 5% SALES TAX IRON-ON COVERING FOR F/F, U/C AND R/C… LIGHT, TOUGH AND PAINTABLE… CLEAR ONLY. COMPETITION MODELS, PO.BOX 8012, LONG BEACH, CALIF. 90808 AT LAST! Sturdy, dark green vinyl covered binders for your valued copies of MODEL BUILDER. Gold logo. ence between the wing and stab (at 0° setting) is extremely high, eyeballing around 6 to 8 degrees, This may be OK for free flight, but in R/C, it creates a lerrific amount of drag and a resultant drop in penetration. If not balanced at, or forward of the recommended point, the Hawk will stall and drop off on a wing faster than you can yell ‘Help!”’ As they come from the factory, the wings have a certain amount of tip washout to help avoid those tip stalls, but we’d recommend that you try to warp in more, and particularly try to create a gradual washout whcih starts well in toward the root and continues to in- crease all the way to the tip. Also, we moved the balance point ahead so that the measurement shown in the manual increased to about 21 inches, (Not from the nose!). For anyone willing to take the trouble, we’d suggest decreasing the wing Only $4.95 each, two for $8.95, or three for $12.95, postpaid in the US. Canada and Mexico add 30 cents per binder. Overseas add 50 cents each. California residents add 6% sales tax. NOTE: One binder will hold 1971 and 1972 issues. One each for 1973 and 1974. MODEL” BUILDER Box 4336, Santa Ana, Calif. 92702 the market for everyone involved in the industry. This in turn, raises the stature of the hobby and the acceptance of the public. On the other hand, you have the old saw, “Model airplanes? Yeah, | tried it once. Bought all this fancy equipment, crashed the damn thing on the first flight. You can Aave it!” Experts will discover for themselves that the Hawk’s airfoil has an extremely sharp leading edge, making for a very low stall tolerance. The angular differ- 66 incidence by relocating the front wing wire. This has been done by an ex- perienced glider R/Cer friend of ours, and it resulted in generally improved flight characteristics and much better penetration. Plans for the future include the introduction of various wing sets for various weather conditions, including smaller ones for slope soaring in strong winds, larger ones for light thermal action, and…we hope…a set with a thick, flat-bottomed airfoil for the be- ginner who needs all the help he can get. The Hobie Hawk has aroused a lot of comment among R/C soaring enthusiasts, hobby dealers, distributors, and even competing model glider manufacturers, Reaction to the Hawk’s design, construction, and production methods is strongly positive, but what’s most unique is an almost unanimous desire on the part of all factions for Hobie Alter to succeed with the Hawk, as he has the means of expanding the hobby market into previously unexplored consumer areas. If his success in surfboards and sailboats is any indication, we’ve got us a spearhead! ® Sailing…. Continued from page 31 simple laboratory hose clamp, or a brass strap all the way around the mast. This thing carries the jibstay tension, so make Now, if you put one of these on your 50/800, make sure that none of the jenny rack parts stick above the 80 percent rule for point ofjibstay attachment. Consultations with the last class secretary produced a ruling that if it didn’t stick above the 80 percent height of the mainsail head it was OK. I’m also using one of these racks in conjunction with a full width jib traveler on my EC/12, and like it very much. Again, in this class, nothing which holds the jib up must extend above 59 inches, so measure when you put it on. it well What makes a good slot? How do you tell if your set-up is optimum? Since each boat is set up by a different skipper, there are no answers which can be given in 32nds of an inch. But if you watch your boat while going to windward, there are a few benchmarks you can use to plan adjustments. 1. Ina gross way, you can tell if your jib is too far in and the slot is closed off or ‘‘choked” by looking at the mainsail. (Is the bottom main batten parallel to the centerline of the boat?). If you are backwinding your main, it will be getting hit by wind behind the mast and collapsing, losing its shape periodically, or never being allowed to assume the convex airfoil built into it. The answer here is to slacken off on the jib sheet a bit and carry your jib farther outboard. 2. Now, it may be necessary not to point quite so high in order that the WHEN CONTACTING ADVERTISERS, TELL ’EM MODEL BUILDER SENT YOU! MODEL BUILDER newly slacked jib keep from luffing. You can only determine this by sailing against another boat which does not make any changes and is used as a standard. If you have tost your ability to point, some of it may be regained by flattening the main using the foot outhaul, and by adding backstay tension. The main may be sheeted in a little tighter also. Having made these adjustments, your boat will now be pointing higher, but have you slowed her? Crack the sheets off just a bit and see if this doesn’t free her enough to get rolling again, then pinch up and sheet home now that you’ve established some boat speed. 3. Keep track of your adjustments in a log book. This is the only way you will be able to set the boat up in a reproducible manner. | can truthfully say that a boat which will take second place in every race will win any series competition in the country if her skipper is consistent in setting up his gear. The winners will all be different, as each just happens to get a good “tune” on race day. But when the season is over, Mr. Consistency will take home the Silver. 4. In rare cases, a recut ofa mainsail may cure backwinding problems, but 9 times out of 10, it is a simple adjustment ofjib camber (too full and it’ll backwind more readily), main camber (too full and it is more easily backwinded), of jib and/or mainsheet positioning. 5. Jib stay tension can cause backwinding by producing a too taut jib leech which will not match well with a full mainsail behind it. On light air days, slack off backstay somewhat to allow fullness and curve to develop in your jib, Don’t carry it to extremes, but match jib leech and main leech curves for the “shape of speed”’ we have been studying. 6. Now that you are aif tuned up, switch hats and act as benchmark for your partner who has sailed patiently for you during the last hour. By continually changing from tuner to tunee (not some kind of a fish) you’ll soon begin to see large changes in performance between the two of you and the rest of your fleet. The wages of practice are victory. The development of a sail system for windward drive is a three-way compro- mise between the jib, the slot, and the main. Unless the jib is very tiny . . . mak- ing up less than 25 percent of the sail area as on a Dumas Star 45… 1 would place them in order of importance: jib, slot, main. Each sail is being pushed to give as much power as possible; by freeing off the main and jib to let the drive vector’s share of the total force vector become as large as possible. At the same time, pointing ability is being compromised, so we harden up to point higher. All the while, the slot is being changed, going from a choked to a too open configuration, which doesn’t take maximum advantage of jib/main interaction power. A proper slot should show an even DECEMBER 1974 MARTIN B-1 1/72 SCALE PLASTIC MODEL KIT NEWI The MARTIN B-10B was o forerunner of advanced W.W.1l bombers, and spanned 1934-1942 era. B-10s were employed by the U.S., Holland, fussia, China, Siam, the Turkey, and Argentina. KIT FEATURES: Landing gear may be pressed or refracted by position ternal bomb rack and bomb * * Dacals installed in MICRO-SCALE, with Clear plastic display stand * extended, com- choice of markings Two types of wheels Ex- (hard PRICE: $4.95 or soff tires). Lf. * ms WicLiA Ros. 2205″ —~ SEND 181 25¢ FOR ILLUSTRATED CATALOG PAWNEE STREET = DEPT. MB SAN MARCOS, CALIFORNIA * 92069 rate of closure from foot to head. It should successfully ‘accelerate’ the air moving through it, and not retard it at at any level. The slot ts the result of an even, parallel twist in both main and jib. This means that you are now to the point of having to think of the total sail plan whenever you adjust anything on your rig. Seems more complicated than turning a needle valve on one of them there greasy engines, don’t it… x a * On the news front, AMYA welcomed aboard sanctioned club’s No. 36 and 37. The former is the UPPER CANADA MODEL YACHT CLUB. Members sail at Hamilton, Ontario, and hold their meetings in Mississauga. Contact Robert Preston, 2440 Barcella Crescent, Mississauga, Ontario, Canada L5K 12, for further information. The second club is the WICHITA MODEL YACHT CLUB. A thumbnail sketch from their vice-commodore shows that they are sailing every AMYA class of vessel. New skippers will have somebody to race regardless of their type. The Secretary is arefreshing change from the usual male chauvinism found in our ranks…Mrs. Joan Jones, 8418 Peachtree, Wichita, Kansas 67207 will field your inquiries. I’m looking forward to seeing how crowded the 1975 Regatta Schedule is going to get with all the new activity we are seeing across the country. Any of you skippers living in the greater St. Louis area should know that a focus of activity seems to be forming there. Contact Harry Vink, 512 Joy Drive, O’Fallon, Ill. 62269. Harry is fresh from the Washington, D.C. Club, and is acting as a figurehead for a new club in that area of the mid-west. AMYA 1974 Elections were held on August 11, 1974. The new two-year No, but it will be the handiest tool you’ll have on the bench if you build balsa modela. We call it the “PIN CLAMP”. It puta a large head on the pin exactly where it is needed. Can’t be beat for building amail atick models. pin goes beside the wood not through it but the PIN CLAMP holds the work down on the board. Excellent for holding planking down an curved surfaces. Will fit all regular modelmaking pins. Directions on how to use for light and heavy work furnished with clampa. Stk. Ne. 55 Only 8 .59 – 28 Clampa See your dealer or order direct add §.25 for poat. & handling. ROCKET CITY SPECIALTIES 104 Wholesale Ave., N.E. Huntsville, Ale. 35811 term President is my old nemesis, Bob Harris. Should you wish to give him the benefit of your reactions to AMYA postures and policies, he can be reached at 7628 Dunston Street, Springfield, Va. 22151. The AMYA Secretary is Gene Salika, 3917 Sunnyside Ave., Brook- field, II]. 60513. Mail your membership WHEN CONTACTING ADVERTISERS, TELL ‘EM MODEL BUILDER SENT YOU! 67 jai). \ia HE wc CUSTOM R/C CAR COMPONENTS tions. The purchase price of $7.95 for the hardbound, convinces me to recommend the paperback, and to urge that the difference be put into an AMYA membership. Four issues of the Quarterly Newsletter will carry as much technical information as is available in the book. George struck a responsive note when he urged beginners to obtain sails from reputable sailmakers. Then he goes right IN out in the next chapter and tells us to launch our boats with a string tied to the bow. ‘George, they’re radio controlled!!!” My compliments to George Siposs on his attempt to fill the boating information gap. | was a party to an inhouse AMYA project which tried to float an all-sail version last year, and ran HRE cuassis KIT. $134.95 The Hallum Racing Enterprises chassis kit is now available and includes: Chassis plate, engine mount, front end assembly, rear blocks and bearings, Kydex for bumper/radio mounts/roll bar, battery and receiver hangers, steering override, throttle override, flywheel and clutch assembly (12 teeth}, integral gear and brake (56 teeth), brake band and finers, front and rear wheels and tires, 1/4 inch diameter rear axle, body mounts, wing tubes and mounts, and aerodynamic wing assembly. All related hardware (aircraft quality) included. Front and rear ends fully adjustable. All parts available separately. BODY NOT INCLUDED. Engine mount available separately ($9.95). Fits Veco, McCoy, HRE and Taipan engines. HARE Add-on performance components (new) will be seen at the 1974 Nats in San Jose. HRE Inc., P.O. Box 4658, Irvine, California 92664 be supported and communicated with. In some cases the motions which were voted down in the election had been made without even the common cour- tesy of informing the class secretary. Such a procedure is contrary to the health and well being of any association! | was recently sent a copy of a hard- bound book which addresses itself in a cursory way to the problems of model boating beginners. It is called MODEL 50/800 Class is John Ball. John is forming a rules committee, and has requested input from all skippers concerned with the class. | know John will serve the SAIL AND POWER BOATING BY REMOTE CONTROL. Written by George Siposs, it is available from TAB BOOKS, Blue Ridge Summit, Pa. 17214. If nothing else, this volume points out the dire need for a good basic reference on R/C sailing to assist the novice. George’s reputation and credentials place him in that exclusive category of individuals who take time out from their own modeling to assist others. He is not a mode! sail yachtsman and as such, gives only a once-over-lightly to the nuts and bolts of model yachting. | was pleased to see AMYA prominently mentioned in the Chapter 10 coverage of Clubs and Activities, but was greatly disappointed to find that of the three national organizations for boaters, each gave a listing of local clubs except AMYA. Why it was missing | don’t know, but since there are 37 AMYA clubs now, there is certainly rationale members of that class well, but he must for including it in any subsequent edi- YRARESPOMTAL 108 Fee & POLYURT THANE ene: COREE St0OeE , § @,00, PTT C——————— 29.0″ SPAN. 8 1.20. asovl .S1x AND Teall. FOURNIER RF-% scruncp 8 80. . Ge Ae Tee . oO” dee, JUNKERS JU. SE usrwena VeoTOs f. — | Pts. design ee eee applications and five dollar annual dues to him, as well as your vessel registration forms. Among the motions that passed at the elections was that covering the 50/800 Class Specifications. With a sigh of relief, I’m happy to report that the AMYA Specs will stand as written for another year to allow time for a committee to work over suggested changes. The 68 new class secretary for the into a dead end. George’s book is the best and only one available. He has touched all the major bases which our sport offers in its widest application with a very general, broadbrush treatment. * * * Over the years, I’ve talked with a number of skippers who were interested in setting genoa jibs on their boats. All agreed that this would be little advantage on an all-out racing boat, ‘cause what do you do with the bloody thing when you are not close-hauled? | would like to open these pages to a discussion and description of the genoa-fever. Seems as if we’ve all had it in one form or another. Drop mea photo of your boat underway and a sketch of your sheeting system, and we’ll see just what clever tricks you fellows have under your hatches. At the present time we have a genoa on the cutting table for Keith Simons of Bermuda. Any of you other fellows try this madness? Let me hear about it. e Moon Dust .. Continued from page 52 Install the wing tips and the adjustable leadout guides now, While you’re at it, cut the flaps from 1/4 inch balsa and install them with the flap control horn. Set the wing aside now and cut out the fuse sides and doublers. Glue the doublers and motor mounts into place and weight or clamp them in order to keep them straight and get a good glue joint. While this is drying, cut out the stab, elevators and rudder. Shape them and install the hinges and control horn in the stab and elevators. Saw out all the body formers, epoxy the plywood former behind the tank compartment, and align the fuse. Slide the stab into place with the rear pushrod connected to it. Now install the rest of the body formers, making sure everything is aligned. Next, finish the tank compartment and install the nose gear. Drill for the engine you are going to use, then slide the wing into place, align and glue. Connect the rear push rod now and build the turtle deck. Glue all the rest of the blocks into place after they are hollowed. Build WHEN CONTACTING ADVERTISERS, TELL ‘EM MODEL BUILDER SENT YOU! MODEL BUILDER